JP4380655B2 - Parking assistance device and parking assistance method - Google Patents

Description

  The present invention relates to a parking assistance device and a parking assistance method for assisting parking.

  Conventionally, a first distance sensor for measuring the distance to an obstacle on the side of the vehicle, a second distance sensor for measuring the moving distance of the vehicle, and a yaw angle detection means for detecting the yaw angle of the vehicle And a guide means for outputting driving operation guidance information to the driver, and a distance to the obstacle on the side of the vehicle measured by the first distance sensor during the forward movement up to the initial stop position. The initial stop position is grasped based on the vehicle travel distance measured by the second distance sensor, and the reverse parking is performed based on the initial stop position and the yaw angle detected by the yaw angle detection means. There is known a parking assistance device including a controller that provides a driver with appropriate timing via a guide means (see, for example, Patent Document 1).

In addition, distance information from the host vehicle to the parked vehicle is acquired using a distance measuring sensor such as an ultrasonic sensor, and a parking space that can be parked is detected based on the distance information, and the host vehicle is parked in the parking space. Technology for detecting the side of another parked vehicle in the vicinity of the parking space that is substantially parallel when the vehicle is parked, and determining the direction of the vehicle (the direction of the parking space) when parking in the parking space based on the detection result Is known (see, for example, Patent Document 2).
JP 2003-81042 A JP 2003-270344 A

  By the way, there is a step of bringing the vehicle to the parking start position as a step before parking. At this stage, the driver generally tends to pass the vehicle around the desired parking space to reach the parking start position. At this time, if the system side can estimate the direction of the parking space, it becomes possible to perform parking assistance (for example, assistance at the stage of bringing the vehicle to the parking start position) from the early stage using the estimation result. . However, there are various vehicle driving patterns around the parking space. For example, the vehicle may enter the entire parking space from an oblique direction and pass through the parking space. It was difficult to estimate well.

  Then, an object of this invention is to provide the parking assistance apparatus and parking assistance method which can estimate the direction of parking space with a simple structure accurately.

In order to achieve the above object, a first invention provides a parking assistance device for assisting parking,
Obstacle detection means for detecting obstacles around the vehicle ;
Deflection angle calculation means for calculating a deflection angle that is the amount of change in the direction of the host vehicle ,
Based on the detection result of the obstacle detection means and the deflection angle calculated by the deflection angle calculation means , the direction of the parking space that may exist around the obstacle is estimated.

2nd invention is the parking assistance apparatus which assists parking,
Obstacle detection means for detecting obstacles around the vehicle;
Direction information acquisition means for acquiring information about the direction of the host vehicle,
Based on the detection result of the obstacle detection means and the direction information, the direction of the parking space that can exist around the obstacle is estimated, and the amount of change in the direction of the host vehicle after the first obstacle is detected is predetermined. If the value is greater than or equal to the value, the direction of the parking space is estimated based on the direction of the host vehicle when passing around the second obstacle. Thereby, the direction of the parking space corresponding to various traveling patterns can be estimated.

3rd invention is the parking assistance apparatus which assists parking,
Obstacle detection means for detecting obstacles around the vehicle;
Direction information acquisition means for acquiring information on the direction of the host vehicle;
Determination means for determining whether or not the amount of change in the direction of the host vehicle after detecting the first obstacle is less than a predetermined value;
Based on the detection result of the obstacle detection means and the direction information, the direction of the parking space that may exist around the obstacle is estimated,
If the determination means determines that the amount of change in the direction of the host vehicle after the first obstacle is detected is less than a predetermined value , the direction of the host vehicle when passing around the first obstacle Based on the above, the direction of the parking space is estimated. Thereby, the direction of the parking space corresponding to various traveling patterns can be estimated.

4th invention is the parking assistance apparatus which assists parking,
Obstacle detection means for detecting obstacles around the vehicle;
Direction information acquisition means for acquiring information about the direction of the host vehicle,
Based on the detection result of the obstacle detection means and the direction information, the direction of the parking space that may exist around the obstacle is estimated,
If the second obstacle is not detected within the predetermined travel distance after the first obstacle is detected, the parking space is determined based on the direction of the host vehicle when passing around the first obstacle. The direction is estimated. Thereby, the direction of the parking space corresponding to various obstacle existence situations can be estimated.

5th invention is the parking assistance method which assists parking,
An obstacle detection stage for detecting obstacles around the vehicle ;
A direction information acquisition stage for acquiring information on the direction of the host vehicle ,
When it is determined that the amount of change in the direction of the vehicle after detecting the first obstacle is greater than or equal to a predetermined value based on the detection result in the obstacle detection stage and the direction information acquired in the direction information acquisition stage Is characterized in that the direction of the parking space that can exist around the obstacle is estimated based on the direction of the host vehicle when passing around the second obstacle.

6th invention is the parking assistance method which assists parking,
An obstacle detection stage for detecting obstacles around the vehicle ;
A direction information acquisition stage for acquiring information on the direction of the host vehicle ,
When it is determined that the amount of change in the direction of the own vehicle after detecting the first obstacle is less than a predetermined value based on the detection result in the obstacle detection stage and the direction information acquired in the direction information acquisition stage Is characterized in that the direction of the parking space that can exist around the obstacle is estimated based on the direction of the host vehicle when passing around the first obstacle.

7th invention is the parking assistance method which assists parking,
An obstacle detection stage for detecting obstacles around the vehicle ;
A direction information acquisition stage for acquiring information on the direction of the host vehicle ,
Based on the detection result in the obstacle detection stage and the direction information acquired in the direction information acquisition stage, the second obstacle is not detected within a predetermined travel distance after the first obstacle is detected. Is determined, the direction of the parking space that may exist around the obstacle is estimated based on the direction of the host vehicle when passing around the first obstacle.

  ADVANTAGE OF THE INVENTION According to this invention, the parking assistance apparatus and parking assistance method which can estimate the direction of parking space with a simple structure accurately are obtained.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system configuration diagram showing an embodiment of a parking assistance apparatus 10 according to the present invention. As shown in FIG. 1, the parking assistance device 10 is configured around an electronic control unit 12 (hereinafter referred to as “parking assistance ECU 12”). Parking assistance ECU12 is comprised as a microcomputer which consists of CPU, ROM, RAM, etc. which were mutually connected via the bus | bath which is not shown in figure. The ROM stores programs and data executed by the CPU.

  The parking assist ECU 12 detects a steering angle sensor 16 that detects a steering angle of a steering wheel (not shown) and a vehicle speed via an appropriate bus such as a CAN (Controller Area Network) or a high-speed communication bus. A vehicle speed sensor 18 is connected. The vehicle speed sensor 18 may be a wheel speed sensor that is disposed on each wheel and generates a pulse signal at a cycle according to the wheel speed.

  The parking assist ECU 12 is connected to a distance measuring sensor 70 that detects a distance from an obstacle using sound waves (for example, ultrasonic waves), radio waves (for example, millimeter waves), light waves (for example, laser), or the like. The distance measuring sensor 70 may be any sensor that can detect a distance, such as a laser vision, a millimeter wave radar, an ultrasonic radar, or a stereo vision. The distance measuring sensor 70 is set on both the left and right sides of the front portion of the vehicle.

  As shown in FIG. 2, the distance measuring sensor 70 detects a distance from an obstacle on the side of the vehicle by emitting a sound wave or the like in a predetermined direction centered on the vehicle width direction and receiving the reflected wave. To do. The distance measuring sensor 70 is mounted, for example, near the bumper in the front part of the vehicle, and may emit a sound wave or the like toward a diagonally forward direction of 17 to 20 degrees with respect to the lateral direction of the vehicle. The distance measuring sensor 70 may output a reflection part of the obstacle (a set of reflection points such as sound waves) as a point sequence, and the output data is stored in the memory 72 (for example, EEPROM) at every output cycle as needed. Good.

  A reverse shift switch 50 and a parking switch 52 are connected to the parking assist ECU 12. The reverse shift switch 50 outputs an ON signal when the shift lever is operated to the reverse position (reverse), and maintains the OFF state in other cases. Moreover, the parking switch 52 is provided in the vehicle interior and can be operated by the user. The parking switch 52 is normally maintained in an off state, and is turned on by a user operation.

  The parking assistance ECU 12 determines whether or not the user needs parking assistance based on the output signal of the parking switch 52. That is, when the parking switch 52 is turned on while the vehicle is traveling, the parking assist ECU 12 starts parking assist control for assisting the vehicle traveling to the target parking position in the parking space as soon as possible. The parking support control includes not only vehicle control such as steering control when traveling to the target parking position, but also information output to the driver such as output of a guidance message for guiding the vehicle to the parking start position.

  FIG. 3 is a block diagram showing the main functions of the parking assist ECU 12 of this embodiment. The parking assist ECU 12 includes a parking space detection unit 42, a deflection angle calculation unit 43, a parking start position calculation unit 44, and a target movement locus calculation unit 48. Hereinafter, the configuration and function of each unit will be described.

  The parking space detection unit 42 detects the position of the parking space that may be present on the side of the vehicle based on the detection result (point sequence) of the distance measuring sensor 70. Based on the detection results of the left and right distance measuring sensors 70, the parking space detection unit 42 detects parking spaces that may exist on the left and right sides of the vehicle independently in parallel on the left and right. Since the left and right detection methods may be the same, the detection method on one side will be described below unless otherwise specified.

  The parking space detection method differs between garage parking and parallel parking. Hereinafter, an example of a parking space detection method in the case of garage parking will be described first, and then an example of a parking space detection method in the case of parallel parking will be described. The parking switch 52 may include a switch for specifying either garage parking or parallel parking. In this case, the parking assist ECU 12 may select a parking mode (garage insertion mode or parallel mode) according to the designated parking mode. ).

[Parking space detection method for garage parking]
FIG. 4 is a plan view showing the situation of a parking lot for parking in a garage. In this situation, there are a plurality of parking spaces (indicated by dotted squares) on both sides of the vehicle, and obstacles adjacent to the parking space. (Vehicle Z) is parked. In FIG. 4, it is assumed that the vehicle (own vehicle) passes by the side of the obstacle (and the parking space adjacent to the obstacle) in the direction indicated by the arrow in the figure. In the following description, the back side and the near side are based on the traveling direction of the vehicle (own vehicle).

  First, as a premise, when the vehicle passes by a side of a certain obstacle, the obstacle detection area (the length of the point sequence) by the distance measuring sensor 70 increases as the vehicle moves. The parking space detection unit 42 of this example grasps the presence of an obstacle in three stages based on the detection result by the distance measuring sensor 70.

  The first stage is a stage at which an obstacle starts to be detected. For example, the length of the point sequence is less than 1 m. The parking space detection unit 42 sets a flag (hereinafter referred to as “detection start flag”) indicating that an obstacle appears to be present on the side of the vehicle when, for example, the length of the point sequence becomes 80 cm or more. Here, the reason why it seems to be an obstacle is that there is a possibility of noise when the length of the point sequence is less than 1 m.

  The two stages are intermediate stages, for example, stages in which the length of the point sequence is 1 m or more. The parking space detection unit 42 sets a flag (hereinafter, “provisional flag”) that means that an obstacle has been temporarily detected.

  The third stage is a final stage in which a point sequence having a predetermined length (> 1 m) is detected, and the point sequence no longer exists after 50 cm. In this case, since it can be determined that the entire obstacle has been detected, the parking space detection unit 42 has a flag (hereinafter referred to as “the obstacle is present on the side of the vehicle) and the detection of the obstacle has been completed. Set the completion flag.

  After the completion flag is set, the parking space detection unit 42 determines that there is a parking space on the side of the vehicle when there is no point sequence longer than a predetermined length (for example, 2 m), and a flag (hereinafter, “ Set parking space valid flag "). In this example, the parking space detection unit 42 relates to the completion flag when a point sequence having a predetermined length (> 1 m) is detected and there is no point sequence longer than the predetermined length L1. It is determined that there is a parking space behind the obstacle, and a parking space valid flag is set. The predetermined length L1 is a minimum opening width necessary as a parking space for garage parking, and is a value that should be determined depending on the vehicle width of the own vehicle (L1 = 2.5 m in this example). ).

  When the parking space valid flag is set, the driver may be notified that the parking space exists on the side of the vehicle. This notification output mode may be realized by sound and / or video. Thereby, the driver can know that there is a parking space that can be parked on the side, and the burden of searching for the parking space with his own eyes is reduced.

[Parallel parking parking space detection method]
FIG. 5 is a plan view showing the situation of the parking lot. In this situation, there are a plurality of parking spaces (indicated by dotted squares) on both sides of the vehicle, and an obstacle (vehicle Z) is adjacent to the parking space. Parked. In FIG. 5, it is assumed that the vehicle (the host vehicle) passes the side of the obstacle (and the parking space adjacent thereto) in the direction indicated by the arrow in the figure.

  In the case of parallel parking, the parking space detection unit 42 grasps the presence of an obstacle in three stages based on the detection result by the distance measuring sensor 70.

  Specifically, the parking space detection unit 42 sets the provisional flag when the length of the point sequence becomes 1.0 m or more, for example. In addition, the parking space detection unit 42 sets a provisional flag when the length of the point sequence becomes 2.0 m or more, for example. In addition, the parking space detection unit 42 sets a completion flag when a point sequence having a predetermined length (> 2.0 m) is detected and the point sequence no longer exists after 50 cm.

  The parking space detection unit 42 determines that there is a parking space on the side of the vehicle when the point sequence appears and the provisional flag is set from the state where the point sequence does not exist for the predetermined length L2 or more. Set the enable flag. That is, the parking space detection unit 42 has a predetermined length L2 of the above point sequence, and when the point sequence is detected, for example, 2.0 m or more, the front side of the obstacle with the provisional flag set. It is determined that there is a parking space, and a parking space valid flag is set. The predetermined length L2 is a minimum opening width necessary as a parking space for parallel parking, and is a value that should be determined depending on the total length of the own vehicle (L2 = 6 m in this example).

  In addition, after the completion flag is set, the parking space detection unit 42 determines that there is a parking space on the side of the vehicle when there is no point sequence more than a predetermined length (for example, L2-0.5 [m]), Set the parking space valid flag. In this example, the parking space detection unit 42 completes the flag when a point sequence having a predetermined length (> 2.0 m) is detected and the point sequence no longer exists after the predetermined length L2. It is determined that there is a parking space on the back side of the obstacle according to, and a parking space valid flag is set.

  Similarly, when the parking space valid flag is set, the driver may be notified that the parking space exists on the side of the vehicle. Thereby, the driver can know that there is a parking space that can be parked on the side, and the burden of searching for the parking space with his own eyes is reduced.

  The detection result of the distance measuring sensor 70 is preferably stored even in a situation where the parking switch 52 is not turned on. Thereby, when the parking switch 52 is turned on, the parking space before the current vehicle position can be detected based on the detection result of the distance measuring sensor 70 in the section before the vehicle position at that time. . In this case, only the sensor output in the section before a predetermined distance from the current vehicle position may be stored in the memory 72 by the FIFO method. Thereby, the capacity of the memory 72 can be used efficiently.

  Next, the parking space angle estimation process by the parking space detection unit 42 will be described.

  The parking space detection unit 42 estimates the angle (orientation) of the parking space detected as described above based on the detection result by the distance measuring sensor 70 and information on the vehicle orientation (the deflection angle α described later in this example). To do. In this example, as shown in FIG. 6, the angle of the parking space is managed by an angle β (0 ≦ β ≦ 90) relative to the longitudinal axis of the vehicle (dotted line). 6A shows the case of parking in a garage, and FIG. 6B shows the case of parallel parking. In FIG. 6A and FIG. 6B, a virtual vehicle parked in the parking space is indicated by a two-dot chain line. The angle β of the parking space is typically used when determining the target parking direction (in what direction the vehicle is parked in the parking space).

  The parking space angle estimation method is different between garage parking and parallel parking. Below, the case of parking in a garage will be described first.

[An angle estimation method for parking spaces for garage parking]
In the case of parking in the garage, compared to the case of parallel parking, the travel pattern of the vehicle around the parking space is more diverse, so it is difficult to estimate the angle of the parking space. The travel pattern can be roughly classified into the following two travel patterns, and the angle of the parking space can be accurately estimated.

  <Traveling pattern 1> As shown in FIG. 7A, the vehicle starts passing through the vicinity of the parking space while keeping the direction of the vehicle substantially parallel to the front surface of the parking space between the two obstacles Z. Travel pattern to the position.

  <Traveling pattern 2> As shown in FIG. 7B, the vehicle travels from the oblique direction (direction forming angle γ) to the front of the parking space between the two obstacles Z and reaches the parking start position. pattern. However, in the case of this traveling pattern 2, the angle γ varies depending on the surrounding environment, the driver's habit, and the like.

  In the case of the traveling pattern 1 shown in FIG. 7A, the angle of the parking space can be estimated relatively easily based on the direction of the vehicle in the straight traveling state. That is, it is possible to estimate the angle β of the parking space with high accuracy by utilizing the fact that the direction of the vehicle in the straight traveling state is substantially parallel to the front surface of the parking space.

  Therefore, in this embodiment, first, the traveling pattern 1 and the traveling pattern 2 are discriminated based on the change in the direction of the vehicle when passing near the first obstacle (a deflection angle α described later). To do. This is because when the vehicle travels in the vicinity of the first obstacle in the traveling pattern 1, the direction of the vehicle does not change greatly, and in the region of the traveling pattern 2, the vehicle passes through the vicinity of the first obstacle. This is because the direction of the vehicle changes greatly. That is, in the running pattern 2, when passing near the first obstacle, a steering wheel operation is required to set the angle γ to 90 degrees, and the direction of the vehicle changes accordingly. .

  Furthermore, in this embodiment, also in the traveling pattern 2, although the angle γ can vary depending on the surrounding environment, the driver's heel, etc., the point where the steering operation for setting the angle γ to 90 degrees is almost completed, that is, It is possible to estimate the angle β of the parking space with high accuracy by using a general tendency at a point where the direction of the vehicle is substantially parallel to the front surface of the parking space.

  Specifically, use the general tendency that the point where the direction of the vehicle is substantially parallel to the front of the parking space is the point immediately after passing the front end of the second obstacle Thus, it is possible to estimate the angle β of the parking space with high accuracy (see later and FIG. 10B). This tendency has also been confirmed experimentally by the present inventors. This tendency is based on the turning characteristic of the vehicle that makes it easy to reach the optimal parking start position for the parking space by making the direction of the vehicle parallel to the front surface of the parking space at the point. It is thought that it appears due to the knowledge or sensitivity of the driver who acquired it empirically.

  Further, the tendency to be used for estimating the angle β of the parking space in the traveling pattern 2 may be appropriately used even when only one obstacle that is adjacent to the surrounding space is detected. For example, the same tendency can appear even when parking in a garage in the parking space in front of the obstacle in a situation where the first obstacle does not exist.

  Hereinafter, a specific example of the angle estimation process will be described with reference to FIG. FIG. 8 is a flowchart showing the flow of angle estimation processing in the garage entry mode. The processing routine shown in FIG. 8 may be started when the parking switch 52 is turned on.

  In step 100, the parking mode (garage insertion mode or column mode) is determined. The parking mode may be specified when the parking switch 52 is operated. For example, the surrounding state detection means (for example, image recognition by a camera) or map data (for example, map data storing the parking lot form together with the parking lot position information). It may be estimated and determined based on

  In step 110, it is determined whether or not the parking space scheduled for parking has been determined. In the case of parking in a garage, the driver generally tends to start turning the steering wheel immediately after passing the parking space scheduled to be parked (the tendency to start turning in a direction away from the parking space). In one embodiment, when such a tendency is detected, it may be determined that the parking space scheduled for parking has been confirmed. Alternatively, when the parking space is detected, for example, in a configuration that guides the operation of the steering wheel with the intention of “moving slowly until the ping pong sounds while turning the steering wheel”, the steering operation according to the guidance is detected. When this is done, it may be determined that the parking space scheduled for parking has been confirmed.

  In step 120, it is determined whether or not an obstacle has been detected on both sides of the parking space scheduled for parking, based on the set aspect of the flag relating to the confirmed parking space for parking. That is, it is determined whether or not the confirmed parking space is a parking space detected between two obstacles.

  Here, the situation in which an obstacle is detected on both sides of the parking space scheduled to be parked is a sequence of points longer than a predetermined length (for example, 2 m) after the completion flag is set for the first obstacle. Corresponds to a situation in which a temporary flag is set for the second obstacle, and then the steering wheel is operated to the parking start position. In this case, the process proceeds to step 130 and subsequent steps.

  On the other hand, the situation where no obstacle is detected on both sides of the parking space scheduled to be parked means that after the completion flag is set for the first obstacle, a dot sequence of a predetermined length (for example, 2 m) or more is further set. If the steering wheel is operated to the parking start position before the detection start flag or provisional flag is set for the second obstacle, This corresponds to a situation in which there is no row and the steering wheel is operated to the parking start position after the detection start flag or provisional flag is set for the first obstacle. In this case, the process proceeds to step 160 and subsequent steps.

In step 130, the amount of change in the direction of the vehicle in the section from the start of detection of the first obstacle (for example, when the detection start flag is set) until the completion flag is set (hereinafter referred to as “deflection angle α”). Is calculated by the deflection angle calculation unit 43, and it is determined whether or not the absolute value | α | of the deflection angle α is equal to or _smaller than a predetermined value θ _Thr .

The predetermined value θ _Thr is a relatively small angle, and may be a value within a range of 3 to 10 degrees, for example. The deflection angle α within the range of | α | ≦ θ _Thr means that the vehicle is in a substantially straight traveling state. By the processing of step 130, the above-described traveling pattern 1 (see FIG. 7A) and traveling pattern 2 (see FIG. 7B) are discriminated.

  Here, the deflection angle calculation process realized by the deflection angle calculation unit 43 will be described. Output signals of the steering angle sensor 16 and the vehicle speed sensor 18 (see FIG. 1) are input to the deflection angle calculation unit 43 at predetermined intervals. Based on the output signals of the steering angle sensor 16 and the vehicle speed sensor 18 in the section, the deflection angle calculation unit 43 calculates a change amount of the vehicle direction in the section (hereinafter, this change amount is referred to as “deflection angle α”). Calculate. The deflection angle α is defined as positive in the clockwise direction and negative in the counterclockwise direction. Here, in general, the deflection angle α can be calculated by the equation (1), where ds is a minute movement distance of the vehicle and γ is a road curvature (corresponding to the reciprocal of the turning radius R of the vehicle). The expression of Equation 1 is to obtain the deflection angle α as a change in the direction of the vehicle at a traveling distance of βm (in this example, a traveling distance from the detection start flag setting point to the completion flag setting point).

本実施例の駐車支援ＥＣＵ１２は、数１の式を変形した以下の数２の式に基づいて、所定の移動距離（本例では、０．５ｍ）毎の微小偏向角α_ｉを算出すると共に、算出した各微小偏向角α_１〜ｋを総和して偏向角αを算出する。

The parking assist ECU 12 according to the present embodiment calculates a minute deflection angle α _i for each predetermined movement distance (0.5 m in this example) based on the following equation (2) obtained by modifying the equation (1). Then, the calculated small deflection angles α ₁ to _k are summed to calculate the deflection angle α.

この際、所定の移動距離（本例では、０．５ｍ）は、車速センサ１８の出力信号（車輪速パルス）を時間積分することによって監視される。また、路面曲率γは、舵角センサ１６から得られる舵角Ｈａに基づいて決定され、例えばγ＝Ｈａ／Ｌ・ηにより演算される（Ｌはホイールベース長、ηは車両のオーバーオールギア比（車輪の転舵角に対する舵角Ｈａの比）である）。尚、微小偏向角α_ｉは、微小移動距離０．０１ｍ毎に得られる路面曲率γに当該微小移動距離０．０１を乗算し、これらの乗算値を移動距離０．５ｍ分積算することによって算出されてもよい。尚、路面曲率γと舵角Ｈａとの関係は、予め車両毎に取得された相関データに基づいて作成されたマップとして、駐車支援ＥＣＵ１２のＲＯＭに格納されていてよい。尚、車速センサ１８及び舵角センサ１６の検出結果は、測距センサ７０の検出結果と同様、駐車スイッチ５２がオンにされていない状況下においても記憶されていることが望ましい。これにより、駐車スイッチ５２がオンにされると、その時点の車両位置から手前の区間における偏向角αを演算することができるので、駐車スイッチ５２がオンにされると同時に、現在の車両位置よりも手前における駐車空間に対して角度推定処理が可能となる。この場合、FIFO方式にて、現在の車両位置から所定距離手前の区間でのセンサ出力のみをメモリ７２に記憶することとしてもよい。これにより、メモリ７２の容量を効率的に利用することができる。

At this time, the predetermined moving distance (0.5 m in this example) is monitored by time-integrating the output signal (wheel speed pulse) of the vehicle speed sensor 18. Further, the road surface curvature γ is determined based on the steering angle Ha obtained from the steering angle sensor 16, and is calculated by, for example, γ = Ha / L · η (L is the wheelbase length, η is the overall gear ratio of the vehicle ( The ratio of the steering angle Ha to the steering angle of the wheel)). The minute deflection angle α _i is calculated by multiplying the road surface curvature γ obtained every minute movement distance 0.01 m by the minute movement distance 0.01 and integrating these multiplied values by the movement distance 0.5 m. May be. The relationship between the road surface curvature γ and the steering angle Ha may be stored in the ROM of the parking assist ECU 12 as a map created based on correlation data acquired for each vehicle in advance. It should be noted that the detection results of the vehicle speed sensor 18 and the steering angle sensor 16 are preferably stored even in a situation where the parking switch 52 is not turned on, like the detection result of the distance measuring sensor 70. Thus, when the parking switch 52 is turned on, the deflection angle α in the previous section can be calculated from the vehicle position at that time, so that the parking switch 52 is turned on and at the same time from the current vehicle position. In addition, angle estimation processing can be performed on the parking space in front. In this case, only the sensor output in the section before a predetermined distance from the current vehicle position may be stored in the memory 72 by the FIFO method. Thereby, the capacity of the memory 72 can be used efficiently.

If it is determined in this step 130 that | α | ≦ θ _Thr, it is determined that it is the above-described traveling pattern 1 (see FIG. 7A), the process proceeds to step 140, and | α |> θ _Thr. If it is determined that the travel pattern 2 is determined (see FIG. 7B), the process proceeds to step 150.

  In step 140, the estimation logic 1 estimates the parking space angle β. The estimation logic 1 corresponds to the above-described traveling pattern 1 (see FIG. 7A). According to the estimation logic 1, the angle β of the parking space is estimated based on the direction of the vehicle when the completion flag is set for the first obstacle (see FIG. 9). At this time, the angle β of the parking space is estimated to be 90 degrees. That is, the direction of the parking space is estimated to be a direction perpendicular to the direction of the vehicle when the completion flag is set for the first obstacle.

  In step 150, the angle β of the parking space is estimated by the estimation logic 2. According to the estimation logic 2, the angle β of the parking space is estimated based on the direction of the vehicle when the provisional flag is set for the second obstacle (see FIG. 10B). At this time, the angle β of the parking space is estimated to be 90 degrees. That is, the direction of the parking space is estimated to be a direction perpendicular to the direction of the vehicle when the provisional flag is set for the second obstacle.

  Here, as shown in FIG. 10 (A), for example, the direction of the vehicle when passing around the first obstacle (for example, the vehicle at the time of setting the detection start flag for the first obstacle). When the angle β of the parking space is estimated based on the direction), a relatively large estimation error (FIG. 7 (FIG. 7 (A)) is obtained between the actual parking space and the parking space estimation result shown in FIG. B) error due to the angle γ) occurs.

  On the other hand, when the provisional flag is set for the second obstacle, as described above, it is assumed that the direction of the vehicle is substantially parallel to the front surface of the actual parking space. Therefore, according to the estimation logic 1, as shown in FIG. 10 (B), the angle β of the parking space is estimated based on the direction of the vehicle whose inclination is substantially minimal with respect to the front surface of the actual parking space. Therefore, the estimation error with the actual parking space can be reduced as in the estimation result of the parking space shown in FIG.

  In step 160 (in a situation where an obstacle is detected only on one side of the parking space scheduled for parking), it is determined which side of the parking space scheduled for parking is detected. When an obstacle on the far side of the parking space to be parked is detected, that is, after the completion flag is set for the first obstacle, there is a point sequence more than a predetermined length (for example, 2 m). After that, if the steering wheel is operated to the parking start position before the detection start flag or the provisional flag is set for the second obstacle, the process proceeds to step 170. On the other hand, when an obstacle on the near side of the parking space to be parked is detected, that is, there is no point sequence of a predetermined length L1 or more, a detection start flag or provisional flag is set for the first obstacle. After the setting, when the steering wheel is operated to the parking start position, the process proceeds to step 180.

  In step 170, the angle β of the parking space is estimated by the estimation logic 3. According to the estimation logic 3, the angle β of the parking space is estimated based on the direction of the vehicle when the completion flag is set for the first obstacle (see FIG. 11A). At this time, the angle β of the parking space is estimated to be 90 degrees. That is, the direction of the parking space is estimated to be a direction perpendicular to the direction of the vehicle when the completion flag is set for the first obstacle.

  In step 180, the angle β of the parking space is estimated by the estimation logic 4. According to the estimation logic 4, the angle β of the parking space is estimated based on the direction of the vehicle when the detection start flag (or provisional flag) is set for the first obstacle (FIG. 11B). )reference). At this time, the angle β of the parking space is estimated to be 90 degrees. That is, the direction of the parking space is estimated to be a direction perpendicular to the direction of the vehicle when the detection start flag (or provisional flag) is set for the first obstacle.

  As described above, according to the present embodiment, the estimation method of the angle β of the parking space can be varied according to the number of obstacles adjacent to the parking space and the traveling pattern around the parking space, and high accuracy can be obtained in each situation. Thus, the angle β of the parking space can be estimated. In particular, according to the present embodiment, as described above, the traveling pattern around the parking space is appropriately determined, and an appropriate estimation method is applied according to each traveling pattern. Accuracy estimation can be realized.

  In this embodiment, in step 140, the angle β of the parking space is estimated based on the direction of the vehicle when the completion flag is set for the first obstacle. Is estimated based on the direction of the vehicle at an arbitrary vehicle position in the section from when the first obstacle is detected (for example, when the detection start flag is set) until the completion flag is set. Good. This is because there is no significant change in the direction of the vehicle in the section. Alternatively, the angle β of the parking space may be estimated based on the direction of the vehicle at an arbitrary vehicle position in the section as long as it is a section up to immediately before the direction of the vehicle changes after the completion flag is set. . In this case, the deflection angle calculation unit 43 is a section before a predetermined distance (for example, 7 m) from the current vehicle position based on the output signals of the steering angle sensor 16 and the vehicle speed sensor 18 at least after the detection start flag is set. The deflection angle α ′ at is calculated.

  In step 150, the angle β of the parking space is estimated based on the direction of the vehicle when the temporary flag is set for the second obstacle. In contrast, it may be estimated based on the direction of the vehicle when the detection start flag is set, or may be estimated based on the direction of the vehicle at a point before or after the detection start flag or provisional flag is set, It may be adapted according to the turning characteristics of the individual vehicle, the habit of the driving vehicle, and the like.

  In step 170, the angle β of the parking space is estimated based on the direction of the vehicle when the completion flag is set for the first obstacle. Similarly, it may be estimated based on the direction of the vehicle at an arbitrary vehicle position in the section from the start of detection of the first obstacle until the completion flag is set. Alternatively, the angle β of the parking space may be estimated based on the direction of the vehicle at an arbitrary vehicle position in the section as long as it is a section up to immediately before the direction of the vehicle changes after the completion flag is set. .

In step 170, the deflection angle within a predetermined distance from the point where the completion flag is set for the first obstacle may be determined. When the deflection angle is equal to or _smaller than the predetermined angle θ _Thr , it is determined that the driving pattern 1 is satisfied, and the parking space angle β is based on the direction of the vehicle when the completion flag is set for the first obstacle. May be estimated. On the other hand, when the deflection angle is larger than the predetermined angle θ _Thr , it is determined that the driving pattern 2 is satisfied, and the estimated parking space angle β may be appropriately corrected, or the parking space angle β is estimated. (In this case, parking assistance up to the parking start position is not performed).

  Further, in the above step 180, when only the detection start flag is set for the first obstacle and the provisional flag is not set, the presence of the parking space itself is not surely detected. The parking space angle β may not be estimated (in this case, parking assistance up to the parking start position is not performed). Similarly, even when the provisional flag is set for the first obstacle, the angle β of the parking space may not be estimated in view of the fact that the parking space valid flag is not set.

  In the processing routine shown in FIG. 8, when a parking space that the driver intends to park is predicted based on a steering operation or the like, an angle estimation process for the parking space is performed. After the switch 52 is turned on, the same angle estimation process may be executed in real time or non-real time for each parking space that is detected at any time as the vehicle travels.

[Angle Estimation Method for Parking Space for Parallel Parking]
FIG. 12 is a flowchart showing the flow of angle estimation processing in the column mode. The processing routine shown in FIG. 12 may be activated when the parking switch 52 is turned on. Step 200 and step 210 may be the same as the processing of step 100 and step 110 shown in FIG.

  In step 220, whether the determined parking space to be parked is a parking space detected between two obstacles, or a parking space determined based only on the detection result of one obstacle. Is judged.

  Here, the situation in which an obstacle is detected on both sides of the parking space scheduled to be parked is a predetermined length (for example, 5.5 m) or more after the completion flag is set for the first obstacle. This corresponds to a situation in which there is no point sequence, a temporary flag is set for the second obstacle, and then the vehicle travels substantially straight to the parking start position and then stops. In this case, the process proceeds to step 230.

  On the other hand, a situation in which no obstacle is detected on both sides of the parking space scheduled to be parked means that after the completion flag is set for the first obstacle, a dot sequence of a predetermined length (for example, 6 m) or more is further set. The situation where the vehicle does not exist and then stops substantially straight ahead to the parking start position before the detection start flag or provisional flag is set for the second obstacle, or a point sequence of a predetermined length L2 or more This corresponds to a situation in which there is no and the provisional flag is set for the first obstacle, and then the vehicle travels substantially straight to the parking start position and stops. In this case, the process proceeds to step 240 and subsequent steps.

  In step 230, the angle β of the parking space is estimated by the estimation logic 5. According to the estimation logic 5, the angle β of the parking space is estimated based on the direction of the vehicle when the provisional flag is set for the second obstacle (see FIG. 13). At this time, the angle β of the parking space is estimated to be 0 degree. That is, the direction of the parking space is estimated to be parallel to the direction of the vehicle when the provisional flag is set for the second obstacle.

  In step 240 (in a situation where an obstacle is detected only on one side of the parking space scheduled for parking), it is determined which side of the parking space scheduled for parking is detected. When an obstacle on the far side of the parking space to be parked is detected, that is, after a completion flag is set for the first obstacle, a point sequence of a predetermined length (for example, 5.5 m) or more If the vehicle does not exist, and then stops substantially straight before the detection start flag or provisional flag is set for the second obstacle, the process proceeds to step 250. On the other hand, when an obstacle on the near side of the parking space scheduled to be parked is detected, that is, after the point flag is not longer than the predetermined length L2 and the provisional flag is set for the first obstacle If the vehicle stops substantially straight, the routine proceeds to step 260.

  In step 250, the angle β of the parking space is estimated by the estimation logic 5. According to the estimation logic 5, the angle β of the parking space is estimated based on the direction of the vehicle when the provisional flag is set for the first obstacle (see FIG. 14A). At this time, the angle β of the parking space is estimated to be 0 degree. That is, the direction of the parking space is estimated to be parallel to the direction of the vehicle when the provisional flag is set for the first obstacle.

  In step 260, the angle β of the parking space is estimated by the estimation logic 6. According to the estimation logic 6, the angle β of the parking space is estimated based on the direction of the vehicle when the detection start flag is set for the first obstacle (see FIG. 14B). At this time, the angle β of the parking space is estimated to be 0 degree. That is, the direction of the parking space is estimated to be parallel to the direction of the vehicle when the detection start flag is set for the first obstacle.

  As described above, according to the present embodiment, the estimation method of the angle β of the parking space can be varied according to the number of obstacles adjacent to the parking space, and the angle β of the parking space can be determined with high accuracy in each situation. Can be estimated. Further, by preparing the estimation method of FIG. 8 and the estimation method of FIG. 11, the estimation method of the parking space angle β can be varied according to the parking mode, and the parking space angle β can be accurately obtained in each parking mode. Can be estimated.

  In this embodiment, in step 230, the angle β of the parking space is estimated based on the direction of the vehicle when the completion flag is set for the second obstacle. Is estimated based on the direction of the vehicle at an arbitrary vehicle position in the section from when the detection of the second obstacle starts (for example, when the detection start flag is set) until the completion flag is set. Good. Alternatively, the angle β of the parking space is determined by the vehicle at an arbitrary vehicle position in the section up to the parking start position unless the direction of the vehicle greatly changes in the section from the detection start flag setting to the parking start position. May be estimated based on the orientation of In this case, the deflection angle calculation unit 43 is a section before a predetermined distance (for example, 7 m) from the current vehicle position based on the output signals of the steering angle sensor 16 and the vehicle speed sensor 18 at least after the detection start flag is set. The deflection angle α ′ at is calculated.

  In step 250, the angle β of the parking space is estimated based on the direction of the vehicle when the temporary flag is set for the first obstacle. As long as the direction of the vehicle does not change significantly before and after the provisional flag is set, it may be estimated based on the direction of the vehicle at other vehicle positions. In this case, the deflection angle calculation unit 43 is a predetermined distance (for example, 7 m) before the current vehicle position based on the output signals of the steering angle sensor 16 and the vehicle speed sensor 18 at least before and after the provisional flag is set. The deflection angle α ′ in the section is calculated.

  In step 260, the angle β of the parking space is estimated based on the direction of the vehicle when the detection start flag is set for the first obstacle. May be estimated based on the direction of the vehicle at the time of setting, or similarly, when the detection start flag for the first obstacle is set. As long as the direction of the vehicle does not change greatly before and after, it may be estimated based on the direction of the vehicle at other vehicle positions.

  Further, in the above-described step 260, when only the detection start flag is set for the first obstacle and the provisional flag is not set, the presence of the parking space itself is not surely detected. The parking space angle β may not be estimated (in this case, parking assistance up to the parking start position is not performed).

  In the processing routine shown in FIG. 12, when a parking space that the driver intends to park is predicted based on a stop or the like, an angle estimation process for the parking space is performed. After 52 is turned on, the same angle estimation process may be executed in real time or in non-real time for each parking space detected as the vehicle travels.

  Next, a parking support method after the angle β of the parking space is determined will be described.

  The parking start position calculation unit 44, based on the detection result of the parking space and the estimated angle β of the parking space, a parking start position capable of assisting the parking space (orbit to the target parking position in the parking space). A possible parking start position) is calculated. For example, the parking start position calculation unit 44 determines a target parking direction in the parking space (in which direction the vehicle is parked in the parking space) based on the estimated angle β of the parking space, and is adjacent to the parking space. The target parking position (for example, the position of the center of the vehicle rear axis in the parking space) may be determined based on the end point of the obstacle to be performed (the obstacle related to the set completion flag or the provisional flag). After determining the target parking direction and the target parking position, the parking start position calculation unit 44 then considers the maximum turning curvature of the vehicle and the like, and the parking start position where parking in the determined target parking direction and target parking position is possible. (Including the direction of the vehicle at the start of parking). When the parking start position is determined, parking assistance for guiding the vehicle to the parking start position may be executed. For example, in the garage entry mode, when the parking space valid flag is set as described above, a text message or voice stating “Please move slowly until you hear a ping pong while turning the steering wheel” together with the voice of pawn. Depending on the correspondence between the current position (and direction) of the vehicle and the parking start position, it may be output, as appropriate, "Start a little closer to the parking space", "Start a little further away from the parking space" Please "or a message stating" Please start with a slightly larger vehicle tilt "may be displayed and / or output by voice.

  After the angle β of the parking space is determined, the deflection angle calculation unit 43 calculates the vehicle deflection angle α ′ in a predetermined section based on the output signals of the steering angle sensor 16 and the vehicle speed sensor 18. The predetermined section is, for example, a section 7 m before the current vehicle position, where β = 7 in the above equation (1).

  The target movement locus calculation unit 48 determines the parking space based on the deflection angle α ′ calculated by the deflection angle calculation unit 43 until the vehicle finally reaches the parking start position after the angle β of the parking space is determined. The angle β ′ of the parking space when the vehicle stops at the parking start position is calculated. When the vehicle reaches the parking start position, a voice message (for example, “Please stop and return the handle to the original position”) may be output and / or automatic intervention braking is executed. It's okay.

  Next, referring to FIG. 15 and FIG. 1, an outline of parking assistance at the time of retreat from the parking start position to the parking space will be described.

  When the reverse shift switch 50 is turned on at the parking start position, the parking assist ECU 12 captures an image (actual image of the back monitor camera 20 that captures a landscape in a predetermined angle area behind the vehicle on the display 22 provided in the vehicle interior. Image). At this time, as shown in FIG. 15 (screen for parking in a garage), the target parking frame is superimposed on the captured image on the display 22. The target parking frame may be a figure imitating the actual parking frame or the outer shape of the vehicle. For example, the target parking frame has a form in which the position and orientation can be visually recognized by the user, and is displayed for parking in a garage (parallel parking) And two types of display for parallel parking may be prepared.

  The initial display position / orientation of the target parking frame displayed on the display 22 is determined based on the parking space position and the parking space angle β ′ detected and estimated as described above. The position / orientation of the target parking frame may be determined as it is by the final operation of the determination switch by the user. Alternatively, as shown in FIG. 15, the position of the target parking frame can be adjusted before the operation of the confirmation switch by a touch switch for moving the target parking frame up and down, left and right, and rotating. Also good.

  When the position and the like of the target parking frame are determined, the target movement locus calculation unit 48 of the parking assist ECU 12 determines the final target parking position and the target parking direction, and calculates the target movement locus with respect to it. When the rearward movement of the vehicle is started, the parking assist ECU 12 uses the vehicle movement amount calculated from the output signal of the vehicle speed sensor 18 and the rudder angle position obtained from the rudder angle sensor 16 during the automatic guidance control. The position is estimated, a target rudder angle is calculated according to the deviation of the estimated vehicle position from the target movement locus, and the target rudder angle is transmitted to the steering control ECU 30. The steering control ECU 30 controls the motor 32 so as to realize the target steering angle. The motor 32 may be provided in the steering column and rotate the steering shaft according to its rotation angle.

  The target movement trajectory calculation unit 48 estimates and calculates the vehicle position during execution of parking support based on the output signals of the steering angle sensor 16 and the vehicle speed sensor 18, and calculates the target movement trajectory calculated last time, the estimated vehicle position, and the like. Depending on the difference, the current target movement locus may be calculated, and the target steering angle at the estimated vehicle position described above may be determined based on the target movement locus. The calculation of the target movement trajectory may be performed every time the vehicle moves by a predetermined movement distance (for example, 0.5 m). At this time, the target movement trajectory calculation unit 48 appropriately corrects the target parking position / target parking direction (according to the calculation of the target movement trajectory) based on the parking frame line recognition processing result for the captured image of the back monitor camera 20. May be.

  The parking assist ECU 12 finally requests the driver to stop the vehicle when the vehicle is settled in the target parking direction in the target parking position in the parking space (or automatically stops the vehicle by the automatic braking means). ), Parking assistance control is completed.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, in the above-described embodiment, the traveling pattern 1 and the traveling pattern 2 are discriminated based on the deflection angle α of the vehicle in the section from when the detection start flag is set to the first obstacle until when the completion flag is set. However, the start point and end point of the section may be around to some extent, for example, based on the deflection angle of the vehicle in the section from the provisional flag setting time to the completion flag setting time for the first obstacle, It may be based on the deflection angle of the vehicle in a section before a predetermined distance from the point before and after the completion flag setting point, or may be based on the deflection angle α of the vehicle in the section when passing the front of the parking space. .

  In the above-described embodiment, the angle β of the parking space is determined relative to the direction of the vehicle. However, the angle β of the parking space has a directivity corresponding to the direction of the vehicle at the time of estimation. You may grasp | ascertain with respect to the other reference | standard (For example, the line which ties 2 points | pieces of the point sequence data showing the obstacle around the said parking space). Further, the angle β of the parking space may be absolutely grasped based on a direction (for example, an azimuth meter or a GPS positioning result) indicating the direction of the vehicle at the time of estimation.

  In the above-described embodiment, the vehicle speed sensor 18, the steering angle sensor 16, and the deflection angle calculation unit 43 obtain and derive information related to the vehicle direction, but instead of or in addition, a yaw rate sensor, a gyro sensor, An azimuth meter, a GPS positioning result, or the like may be used.

  Further, in the above-described embodiment, in order to enable estimation of the angle β of the parking space with a simple configuration, the point sequence data output from the distance measuring sensor 70 includes the detection of the parking space, the position of the obstacle and the vehicle, Although it is used only for grasping the angle relationship, in addition to this, the direction of the obstacle is grasped by performing straight line or curve approximation etc. on the point sequence data output from the distance measuring sensor 70, and the grasped. The angle β of the parking space may be estimated using the direction of the obstacle.

  Further, in the above-described embodiment, the estimation process shown in FIG. 8 and the estimation process shown in FIG. 11 are performed under other execution conditions, for example, only when the vehicle speed is a small value within a predetermined range. You may have. In particular, the estimation process shown in FIG. 11 may be executed when, for example, the absolute value of the deflection angle α ′ of the vehicle in the 7 m section is within the range of | α | <θ2. In this case, θ2 is a relatively small angle, and may be, for example, 8 degrees.

  In the above-described embodiment, various applications are activated when the parking switch 52 is turned on. However, the present invention is not limited to this, for example, when the parking switch 52 is not turned on. However, it may be activated when the vehicle speed is equal to or lower than a predetermined value, when it is determined from the map data of the navigation device that the vehicle position is in the parking lot. In this case, a configuration in which the parking switch 52 does not exist is also conceivable.

  In the above-described embodiment, the distance measuring sensor 70 suitable as the obstacle detection means is used, but it is also possible to detect an obstacle by image recognition of the camera.

  In the above-described embodiment, for the sake of explanation, the obstacle is assumed to be a vehicle. However, as the obstacle, any tangible object such as a bicycle, a two-wheeled vehicle, a wall, and two or more pylons can be assumed.

1 is a system configuration diagram showing an embodiment of a parking assistance device 10 according to the present invention. It is explanatory drawing which shows the detection aspect of the object (in this example, vehicle Z) of the detection target of the ranging sensor. It is a block diagram which shows the main functions of parking assistance ECU12 of a present Example. It is a top view which shows the condition of the parking lot for garage parking. It is a top view which shows the condition of the parking lot for parallel parking. It is a figure which shows the example of a definition of the angle of parking space. It is a figure which shows the various driving | running | working patterns in garage parking. It is a flowchart which shows the flow of the angle estimation process in garage insertion mode. It is explanatory drawing of the estimation logic 1. FIG. It is a figure which shows the estimation precision by the estimation logic 2 in contrast. It is explanatory drawing of the estimation logics 3 and 4. FIG. It is a flowchart which shows the flow of the angle estimation process in column mode. It is explanatory drawing of the estimation logic 5. FIG. It is explanatory drawing of the estimation logics 6 and 7. FIG. It is a figure which shows an example of the touch panel for the target parking position setting on the display.

Explanation of symbols

10 Parking assistance device 12 Parking assistance ECU
16 Steering angle sensor 18 Vehicle speed sensor 20 Back monitor camera 22 Display 30 Steering control ECU
42 Parking Space Detection Unit 43 Deflection Angle Calculation Unit 44 Parking Start Position Calculation Unit 48 Target Movement Trajectory Calculation Unit 50 Reverse Shift Switch 52 Parking Switch 70 Distance Sensor

Claims (7)

In a parking assistance device that supports parking,
Obstacle detection means for detecting obstacles around the vehicle ;
Deflection angle calculation means for calculating a deflection angle that is the amount of change in the direction of the host vehicle ,
A parking assistance device, wherein the direction of a parking space that can exist around an obstacle is estimated based on a detection result of the obstacle detection means and a deflection angle calculated by the deflection angle calculation means . In a parking assistance device that supports parking,
Obstacle detection means for detecting obstacles around the vehicle;
Direction information acquisition means for acquiring information about the direction of the host vehicle,
Based on the detection result of the obstacle detection means and the direction information, the direction of the parking space that may exist around the obstacle is estimated,
When the amount of change in the direction of the host vehicle after detecting the first obstacle is equal to or greater than a predetermined value, the direction of the parking space is determined based on the direction of the host vehicle when passing around the second obstacle. estimated to, parked car support device. In a parking assistance device that supports parking,
Obstacle detection means for detecting obstacles around the vehicle;
Direction information acquisition means for acquiring information on the direction of the host vehicle;
Determination means for determining whether or not the amount of change in the direction of the host vehicle after detecting the first obstacle is less than a predetermined value;
Based on the detection result of the obstacle detection means and the direction information, the direction of the parking space that may exist around the obstacle is estimated,
If the determination means determines that the amount of change in the direction of the host vehicle after the first obstacle is detected is less than a predetermined value , the direction of the host vehicle when passing around the first obstacle on the basis of, to estimate the orientation of the parking space, parking the car support device. In a parking assistance device that supports parking,
Obstacle detection means for detecting obstacles around the vehicle;
Direction information acquisition means for acquiring information about the direction of the host vehicle,
Based on the detection result of the obstacle detection means and the direction information, the direction of the parking space that may exist around the obstacle is estimated,
If the second obstacle is not detected within the predetermined travel distance after the first obstacle is detected, the parking space is determined based on the direction of the host vehicle when passing around the first obstacle. to estimate the orientation, parking the car support device. In a parking support method for supporting parking,
An obstacle detection stage for detecting obstacles around the vehicle ;
A direction information acquisition stage for acquiring information on the direction of the host vehicle ,
When it is determined that the amount of change in the direction of the vehicle after detecting the first obstacle is greater than or equal to a predetermined value based on the detection result in the obstacle detection stage and the direction information acquired in the direction information acquisition stage Is a parking assistance method, wherein the direction of a parking space that can exist around an obstacle is estimated based on the direction of the host vehicle when passing around the second obstacle. In a parking support method for supporting parking,
An obstacle detection stage for detecting obstacles around the vehicle ;
A direction information acquisition stage for acquiring information on the direction of the host vehicle ,
When it is determined that the amount of change in the direction of the own vehicle after detecting the first obstacle is less than a predetermined value based on the detection result in the obstacle detection stage and the direction information acquired in the direction information acquisition stage Is a parking assistance method, wherein the direction of the parking space that can exist around the obstacle is estimated based on the direction of the host vehicle when passing around the first obstacle. In a parking support method for supporting parking,
An obstacle detection stage for detecting obstacles around the vehicle ;
A direction information acquisition stage for acquiring information on the direction of the host vehicle ,
Based on the detection result in the obstacle detection stage and the direction information acquired in the direction information acquisition stage, the second obstacle is not detected within a predetermined travel distance after the first obstacle is detected. If it is determined, the parking support method is characterized in that the direction of the parking space that can exist around the obstacle is estimated based on the direction of the host vehicle when passing around the first obstacle.

Images